System of control



K. A. SIMMON.

SYSTEM OF CONTROL.

APPLICATION FILED FEB. 13, 1920.

Patented May 16, 1922..

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INVENTOR /Qzr/ AfiZmmom BY I AT l'oRNEY K. A. SIM MON.

SYSTEM OF CONTROL.

APPLICATION man FEB. 13. 1920.

1,41 6,07 6, Patented May 16, 1922.

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KARL A. srnrivrolv, or nnenwoon PARK, rnnnsvnvaivia, assrenon TO WESTING- nousn ELECTRIC & raanurncrunrne conrrenv, a oonroaarron on PENNSYL-- VANIA.

svs'rnnr or ooiv'rnon naiaove.

Specification of Letters Patent. Patented May 16, 1922.

Application filed February 13, 1920. Serial No. 35,550.

To all whom it may concern:

Be it known that I, KARL A. SrMMoN, a citizen of the United States, and a resident of EdgewoodPark, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Systems of Control, of which the following is a specification. Y

My invention relates to systems of control and particularly to the control of socalled safety or quick-service cars for operation thereof from a distance when running over railroad crossings and the like in my copending application, Serial No. 196,395, filed October 13, 1917, is illustrated and described a system whereby, upon approaching a railroad crossing, the car operator may dismount and carry a small pushbutton switching device to the far side of the crossing. Upon manipulation of the push-button device, the car is caused to run over the railroad crossing under the control of the operator who thus has a clear view of the tracks during the period that he is effecting the travel of the car from the one to the other side of the railroad crossin lily present =invention aims to improve upon the previous system by. providing means for ensuring that the vehicle will not be left standing upon the railroad crossing in the event of sudden incapacitation of, or accident to, the operator when he is controlling thecar from a distance, as described above.

More specifically stated, it is the object of my invention to provide, in combination with the control system outlined above, a time-element mechanis'm whereby, when once the vehicle has been set into motion to effect crossing of the railroad tracks, such motion will be continued, irrespectivev of disability of the operator, for a predetermined distance that is vsufhcient to ensure that the car fully clears the railroad crossi Another object of my invention is to provide means under the control of the operator when occupying a station on the opposite side of the railroad crossing from the car, whereby, if desired, he may render the time-element mechanism inoperative and manually control the car to stop the motion thereof or to again effect forward movement of the car.

My invention may best be understood by reference to the accompanying drawings, wherein 'Figure l is a view, in elevation, of a safety car and its operator under the conditionsof remote control that are noted above;

Fig. 2 is adiagrammatic view of the main circuits included in a system of control that maybeinstalled upon the safetycar;

Fig. 3 is a diagrammatic view of the nor mal and emergency auxiliary circuits for governing the operation of the main system that is shown inFig. 2; and T Fig. l is a view, partially in elevation and partially injsection, of an auxiliary control apparatus embodying certain principles of my present invention. i

Referring to F'g. l, theview illustrates a safety or'quick-service car 1 that is supplied with energy from a trolley and grounded rails 2 in accordance with a familiar practice lhe vehicle is shown as located on one side of a steam railroad crossingvor, the like including tracks 8 and 4, while the single car operator 5 is situated on the remote side of the railroad crossing. The operator holds in one hand a push-but ton device 6 that is electrically connected, through a flexible cable 7, to the control apparatus on the vehicle 1, as subsequently more fully described, to effect remote control of the vehicle and cause it to safely cross the railroad crossing.

Referring to F 2 of the drawings, the system shown comprises supply-circuit conductors Trolley and Ground; a plurality of main driving motors respectively having commutator-type armatures A and A and field windings F and F of the series type; a reversing switch RS, preferably of a familiar electrically-controlled type, as indicated in Fig. 3, but here conventionally shown, for the sake of simplicity and clearness, a line switch LS; a current-limit switch L; an accelerating resistor 11; and a drum controller 12 having an actuating mechanism 13 for governing the acceleration of tie driving motors by suitably varying the resistor 11 and bylchanging over the motor connections from series to parallel relation, in accordance with the familiar shunting type of transition. However, since the particular main-circuit connections are immaterial to my present invention, which is capable of application to any well-known motor-operating system, no further description thereof is deemed necessary, with the exception of' describing the actuating mechanism' 13, which is preferably, but not necessarily, employed in connection with my invent-ion.

The actuating mechanism 13 is of a familiar electrically-controlled, pneumaticallyoperated type, comprising a pinion 15, which is secured to the operating shaft 16 for the drum controller l2'and is adaptedto mesh with a horizontally-movable rack member 17, the opposite ends of which constitute piston'sl8 and 19 that'travel within appropriate operating cylinders 20 and 21, respectively. A normally open valve 22, having an actuating coil Off, communicates with the outer end of the cylinder 20, while a nor: mally closed valve 23, having an actuatin coil On, is associated with the outerend of the other cylinder 21. Fluid, under pressure from any suitable source (not shown), may be conveyed to the valves 22 and 23, whereby the apparatus is normally biased to the illustrated extreme position.

' The mechanical operation of the actuating mechanism 13 may be set forth as follows:

Upon concurrent energization of the actuating coils On and Gil. the initial'unbalanced fluid-pressure conoitions in the apparatus are reversed; that is, fluid, iuider pressure, is. admitted to the cylinder 21 through the valve and fluidis exhausted from the other cylinder 20 through the valve '22 to the atmosphere. Consequently, a

movement of the pistons 18 and l9 and of the controller 12, towards the right in the illustrated case, ensues. To arrest such movement at any time, it is merely necessary to (lo-energize the off coil, whereupon balanced high-pressure conditions obtain in the mechanism, and a positive and reliable stoppage thereof is effected.

To produce a return movement of the de vice. the actuating coils On and Oil areconcurrently tie-energized, whereupon fluidpressure conditions revert to the original state and the desired backward movement is effected.

Referring now to Fig. 3, the auxiliary system shown employs the supply-circuit conductors Trolley and Ground, a suitably reduced control voltage being obtained through the agency of a control resistor 25, in accorrilance with a familiar practice. The systenifurther comprises the actuating coils for the line switch LS, for the actuating mechanism 13 and for the reversing switch RS, together with suitable electrical interlocks of a familiar type; an auxiliary resistor 26, a brake-controlling,- coil marked Brake; and a battery B for energizing such coil under predetermined conditions to be set forth, to release the brake application; a master controller MC and a master 6, which comprises a suitable shell or encasing member 30 and a plurality of pushbuttons 31, and 33 the latter two of which are normally held in their outer or opencircuit position by suitable springs, as illustrated in Fig. 3. A retrieving mechanism 34;," represented by the coiled cable in Fig. 3, and shown in section in Fig. 4, comprises a rotatable drum or hollow spool ha ving end-plates 42, a inulti-conductor cable 43 being wound upon the cylindrical body portion of the spool. iik plurality of externally grooved hubs 4 1- and l are secured to the outer faces of the respective end-plates 2 for performing the double function of aiding to'support the retriever drum upon a centrally-located stationary shaft and to carry an electrical interlocking plate 40, as hereinafter more fully set forth.

hie end l of the stationary shaft 46 is threaded to permit axial. movement ofthe retriever drum towards the left as the flexible cable 43 is paid out, and a torsion spring 428 is located within the drum, having its re spective ends secured to the shaft 46 and to the left-hand end-plate .2, for the purpose of automatically retriex ing the cable L3 or maintaining it taut under all operating con ditions.

For the purpose of maintaining the desired electrical connections. of the several c(. -nductors forming the cable 43 during rotative movement of the retriever drum, a plurality of collector rings or hands -19 surround the drum, being connected to the respective cable-conductors in any suitable manner.

The interlocking plate comprises a slab or base 50 of insulating material upon which are mounted a plurality of contact strips or blocks 51, 52 and that respectively engage pairs of stationary control'fingers 55, 56 and 57 in predetermined positions of the retrieving device, such control. fingers being preferably mounted upon a finger-base 54;

of a fan'iiliar type, for effecting the desired external-circuit connections that are shown in. Fig. 3. A further set 58 of control fingers is mounted upon the slab 50 or an extension thereof for engaging the band or ring contact members 4-9 of the drum. A suitable cable 59 is provided for connecting the control fingers 58 to a plurality of terminals or bindingposts 60 that are located upon the finger-base 54, whereby the external cir-' cuit connections that are shown in Fig. 3 may be readily made.

The interlocking plate 40 is adapted to move longitudinally in accordance with the concurrent rotative and axial movement of the retriever drum, such action being etfected by reason of mounting'the interlocking plate upon a plurality of arms 61 and that terminate in bands or rings loosely fitting within the grooves around the drum hubs 4:4: and 45, respectively.

A latching device 41 for the-retrieving apparatus comprises an intermediately pivoted bar or rod 65, one end of which is provided with a latch or lock 66 to suitably engage the right-hand end-plate e2, whereby movement of the retriever drum in either a rotative or an axial direction is prevented. The other end of the rod has mounted upon it a half drum 67, orthe equivalent,

which carries a plurality of contact segments 68 and 69 for engaging suitable controltingers 70 in accordance with the position of the latching device, as hereinafter described in detail in connection with Fig. 3. The latching device 41 is adapted to occupy a position marked Unlatched as well as the illustrated position designated as Latched.

' The familiar operatinghandle or lever 71 ofthe master reverser MB is preferably em ployed for manually actuating the interlocking device from the one to the other. of

its positions, whereby it is necessary tor thevehlcle operator, after stopping the car near.

a railroad crossing, to actuate his master reverser to the off position, remove the operating handle 71 and apply it tothe interlocking device 11, before the retrieving mechanism can become operative for the intended purpose. In this way, the normal operation of the driving motors from the vehicle platform is prevented during the time.

that the operator is controlling the vehicle from a distant point by means of the external control apparatus. e I

It will be understood that the entire apparatus of Fig. l may-be appropriately mounted in any convenient location within the car vestibule, which need not be set forth here.

The time-element mechanism 27 may be of any familiar form and is here shown as comprising a movable plate or control board 72 which may be actuated through the agency of a pneumatic device 73 comprising a piston 73a, operating within a cylinder 73?) and biased to the illustrated lowermost posh tion by means of a coil spring 780. 'A small pipe or passage 74w which is connected to any suitable source of fluid under pressure (not shown), and an actuating coil 746, when energized, serves to etliect communicatlon ber tween the pipe 74aand thecyhnder 73b.

The mechanical operation of the time-element relay may be set forth as follows.

Whenever the actuating coil 7% is energized, fluid under pressure is admitted to the operating cylinder 73?), whereupon the piston 73a is actuated to its uppermost position in to its normal position a from its position 7),

and it should be observed that the operation of the time-element relay is brought about through the agency of only a momentary energization of the actuating coil 7%, such as is provided by the normally open pushbutton 33 of the switching device-6.

It will be appreciated that the illustrated form of time-element device is not essential to my present invention and that a clockwork mechanism or other time element mechanism'may be substituted. for the illustrated apparatus 27 to provide a certain time-element control of the circuits that are governed by the control board 72, as hereinafter more fully set forth.

Moreover, if desired, the operation of the control board 72 'may be made dependent upon the number of revolutions of the car axles, as will be understood, 1 whereby the same result of ensuring a given travel of the car may be obtained.

To effect normal acceleration of the driving motors, the master reverser MB is moved to its forward position, for example, and the master controller is actuated to its operative position a. A circuit is thereby es tablished from the positive termini-dot the battery B through the brake coil, conductors 110 and 110a, contact segment 108 of the master reverser :and conductor 1'11 ground, whence circuit is completedto the negative battery terminal. In this way, the illustrated vehicle-braking system is rendered inoperative during normal car operation, with the master reverser occupying an operative position.

Another auxihary clrcuit is established from the trolley through conductor 165, control fingers 166 and .167, which are bridged by contact segment 168 of themaster controller, and thence, through control resistor 25;, to ground. I

A further circuit is established from an intermediate tap-point 169 of the control resistor through contact strip 51 of the interlocking plate 10 (Fig. 4), contact segment 68 of the latching device 41, when occupying illustrated latched position, conductors 80 and 81, the actuating coilof the switch LS, contact segment 82 ofthe main controller 12 in its initial position, contact 3 segn'ient 83 of the main reversing switch RS to connect the driving motors to the supply circuit, a holding circuit forthe actuating I coil of the switch is t'ormed by the bridging.

of the contact segment 82 by an interlock LS-in.

Since the relation of the forward and reverse coils for the main reverser RS to the remainder of the system. is familiar to those skilled in the art, and, furthermore, has no bearing upon the present invention, it is deemed unnecessary to describe such circuits in detail. I

A further auxiliary circuit is established,

.upon the closure of the line switch LS, from a second intermediate point 92 oi: the control resistor 25 through the actuating coil On and an interlock LS-in to another intermediate tappoint 93 of lower voltage. However, no movement of: the main controller 12 occurs until the oil coil is energized. which takes place whenever the limit switch L occupies-its lower position by the completion of another circuit from the tap-point 92 through the actuating coil Oil, contact disk 95 of the limit switch L and interlock LS-in to the tap-point 93. In this way, the main controller 12 is actuated through its various positions, in accor-cancewith the movements of the limit switch L, to suitably manipu late the variable resistor 11 and to change over the diving motor connections from series to parallel relation, as will-be understood.

To effect the external control of the ve-. hicle when a railroad crossing or the like is approached, the vehicle is stopped on the near side of the crossing, and the master reverser MR is manipulated by the usual operating handle 71 to the oil position, which does not operate the main reversing switch RS, but, upon removal of the operating handle 71, control of the motor operating system by the master controller is prevented by reason of the familiar me chanical interlocking device (not shown) that is provided in all modern types of control apparatus.

Furthermore, the vehicle brakes are automatically applied, as soon as the master reverser occupies its off position, by reason of the interruption of the previously-traced circuit through the brake coil; i The master-reverser operating handle 71 isthen applied tot-he latching device 41 (Fig.4) which is thereby actuatedto its unlatched position. Themotorman may then take the push-button switching device 6 and cross the railroad tracks, as illustrated in Fig. 1, the flexiblecable as in the meanwhile being paid out as necessary by reason of the helical movement of the retriever drum along the threaded shaft 46, in opposition to the action of the coil spring 48.

Such movement of the retrieving device ini terrupts the auxiliary circuits including con tact block 51 and closes new auxiliary circuits including contact blocks 52 and 53, of the interlocking plate 410.

Consequently, by pressing the push-button ot the switchingdevice 6, the following circuit through the actuating coil Brake is energized and the braking system is rendered inoperative: from the lower terminal of the brake. coil through conductor 110, push-button 32, conductor 115, contact segment 116 of the timeelementldevice 27 in its normal position a and conductor 117 to ground.

In this way, the vehicle brakes are re leased and operation of the vehicle may then e effected by depressing the push-button 33, whereupon a new circuitis established from the positively-energized conductor 80,

through conductor 81, actuating coil of the line switch LS, contact segment 82 of the main controller12 n its initial position, contact segment 83 of the main reversing switch BS in its.forward position, conductors 841 and. 118, push-button 33, conductor 119, brakeueleaseinterlock 1190:, thereby ensur ing that the vehicle brakes are not set, and conductor 1195 to ground. In this way, the line switch LS is closed. to eliect the connection of the propellingmotors to the supply circuit, whereupon the vehicle starts into motion and. begins to cross the railroad tracks.

At the same time, the closure of the pushbutton 33 completes another circuit from the positively-energized conductor 80 through conductor 121, actuating coil 74?) of the timeelement device 27, conductor 120, push-button 33, and conductor 119 to ground. In this way, the time-element mechanism 27 is immediately actuated to its final operativeposition b, as previously described, and,

upon the release of the push-button 33, the gradual return'mo-vement takesplace in the nanner already set forthv As soon as thetime-element relay has moved. from its normal position a, a new circuit is established from the lower terminal of the brake coil through contact segment 53 on the interlocking plate 10 of the re-' trieving mechanism, conductor 122, normally-closed push-button 31, conductor 123, contact segment 124C 01": the time-element relay and conductors 125 and 117 to ground.

The brake coil is thus kept energized, irrespective. of the interruption of the previously-traced circuit including contact segment 116 of the time-elementrelay, to hold the electrn OK the vehicle brakes as long as calcontrol of the vehicle is occurring.

Furthermore, to ensure the closure of the line switch LS, even though the push-button 33 is accidentally or intentionally released, av new circuit is established, as soon as the time-element relay has been actuated, as described above, from the positive terminal of the battery B through conductor 132, holding coil 24 of the line switch LS, conductors 133 and 122, push-button 31, conductors 123 and 134a, contact segment 134 of the time-element relay and conductors 135 and 117 to ground.

Consequently, after the push-button 33 has once been depressed and is the-n released for any reason, the line switch coil is maintained energized for a predetermined length of time, namely, the period consumed by the return movement of the time-element relay 27. Therefore, the car-propelling motors are energized for a. sufficient length of time to ensure that the vehicle safely crosses the railroad crossing,irrespective of the fact that, after the motorman has inaugurated the movement of the vehicle, he becomes negligent or is incapacitated by an accident. In this way, the vehicle is positively prevented from being stalled on the railroad tracks.

Although the line switch LS is thus closed to reconnect the driving motors to the supply circuit, the actuating co'ls On and Off for the main controller 12 are not energized in the previously-described manner, by reason of the master controller MC occupying its off position. It will be understood, however, that if-desired, the actuating coils Onand Off may readily be reconnected by further contacts on the latching device 41 to be operative during the period of external vehicle control also.

When the vehicle has passed the railroad crossing and has approached to within a short distance of the operator, if the time element relay 27 hasnot returned to its normal position a to effect opening of the'line switchcoil circuit and setting of the vehicle brakes,

the push-button 31 to interrupt the energization of the common conductor 123, whereby the brake coil is de-energized to cause the application of the vehicle brakes and, at substantially the same time, the holding coil 24 for the line'switch LS is de-energized to effect the opening of the line switch. When the portable switching device 6 has been returned to its normal position, the

master reverser operating handle 71 maybe utilized to return the latching device 31 to its illustrated latched position to prevent further actuation of the retrieving device,

such operation may be effected by depressing and the operating handle 71 may then be re inserted in the master reverser to actuate'it to the oneor the other of its operative positions. Actuation of the master controller MC to govern the system in the previouslydescribed normal manner is thus again permitted, and the braking system is again rendered inoperative by reason of the previously-described energizing circuit through the brake coil whenever the master reverser' occupies an operative position. i It will be understood by those skilled in the art that, in the case of a plurality of motor-driven vehicles operating on the familiar multiple-unit principles, my invention may be readily applied to the external control of such a. train through the agency of the usual train-line conductors. 3

I do not wish to be restricted to the spe cifio circuit connections, structural details or arrangement of parts herein set forth, as various modifications thereof may be effected without departing from the spirit and scope of my invention. I desire, therefore, that only such limitations shall be imposed is are indicated in the appended claims.

I claim as my invention:

1. Ina system of vehicle control, the com bination with an electric motor and means located upon the vehicle for normally governing the motor operation, of means for effecting motor operation from a point external to the vehicle, for insuring such operation for a predetermined period and for preventing concurrent operation from the vehicleitself.

2. In a system of vehicle control, the combination with an electric motor and an operating system therefor, of means located upon the vehicle for normally governing said system, and means including flexible conductors for controlling the system from selected points external to the vehicle and for retrieving or paying out said'flexiblc conductors as the vehicle moves in the one or the other direction. and means for automatically maintaining such external control for a given length of time.

3. In a system of vehicle control, the comv 7 4C. In a system of vehicle control',-the combination with an electric motor and an operating system therefor, of means, including a reverser having a removable operating handle, located upon the vehicle for normally governing said system, and means, including said handle in a different location after the .to'ithe vehicle for and for automatically rendering ,said braking system operative whenever said switch ,ing ,device occupies its whenever the device is mad .locationu-pon-the vehicle.

reverser occupies a predetermined position, for controlling the-system from a point external tot-he vehicle and for insuring such control over a given period.

5. ,In a system of vehicle control, the com bination with an electric motor and an operating system therefor, of means, including a reverser having a removable operating handle, located upon the vehicle for normally governing said system, and means, including said handle in a different location afternthe reverser occupies its off position, for controlling the system from a point external to the vehicle and for automatically maintaining such control for a predetermined period.

6. ;In.& system of vehicle control thc combination with an electric motor and an operating system therefor, of means, including a reverser having a removable operating handle, located upon the vehicle for normally governing said system, means, including said handle in a cliiferent location and including flexible conductors, for controlling the system from selected points external to the vehicle and for retrieving or paying out said flexible conductors as the vehicle moves in the one or the other direction, and time element means for automatically continuing such control for agiven length of time.

7. In a system of vehicle control, the combination with an electric motor and an operating system therefor, of means located upon the vehicle for normally governingsaid sys tem, a braking system, and means, including a portable switching device, for controlling said operating system from a point external to the vehicle for a predetermined period and for automatically rendering said braking system operative whenever certain circuits of said -,switching device are de-energized.

:8. In. a system of vehicle control, the combination with an electric motor and an operating system therefor, of means located upon the vehicle for normally governing said system. a braking system, and means for coutrolling said operating system from a point external to the vehicle for a given length of time and for automatically rendering said braking system operative when said external governing means is returned to its normal location upon the vehicle,

.9. In a systemof vehicle control, the com-' bination with an electricmotor and an operating system therefor, of-means located upon ,the vehicle ,for normally governing said sys term, a braking system. and means, including ,a-portalole switching device, normally biased to open-circuit condition, for controlling said operating system from apoint external a predetermined period biased position and returned to its norpredetermined period, saidexternal voltage supply circuit, an electric 10. In a system of vehicle control, the combination with an electric motor and an operating system therefor, of means, including a reverser having a removable operating handle, located upon the vehicle for normally governing said system, a braking system, and means including said handle in a diiferentlocation and including flexible conductors for controlling the system from selected points certain length of time and-for retrieving or paying out said flexible conductors as the vehicle moves in theone or the other direction, said external governing means alsoiineluding a portable switching device for automatically rendering said .brakingsystem operative when said flexible conductors are completely retrieved.

11. In a system of vehicle control,the combination with an electric motor and an operating system therefor, of means, including a reverser having a removable operating handle, located upon the vehicle for normally. governing said system, a braking-system, and means, including said handle in a different location afterthe reverseroccupies its off position, for controllingthe system from a point external to the vehicle for a governingmeans also including a portable switching device for automatically rendering lsaid braking system operative whenever certain circuits of said switching device are de energized while said reverser occupiesgits Foff position.

12. In a system of vehicle control, the

combination with a supply circuit, anlelectric motor, and means located upon the vehicle for normally governing-the motorioperation, of means normally carried upon the vehicle for. controlling motor. operation from said supply circuit externallytosthe vehicle, and means operative withsaidlast means for insuring a certain period of such control.

13. In a system of vehicle control, the combination with a substantially constant- -motor,;and means located upon the-vehicle for normally governing the ,motor .operation, of portable means directly utilizing said supply-circuit for controlling motoroperation externally to the vehicle fora given lengthoftime.

14. In a system of. vehicle control, the combination with a direct-current :supply circuit comprising trolley and ground conductors, an electric :motor,.and means located upon the vehicle fornor-mally govern ing the -motor operation, of independent means for eifecting motor operation by energy derived from'said conductors, -.-saidindependent (means embodying control means operable from points external tolthe vehicle, and time-element means for maintaininga trol.

external to the vehicle for a 15. In. asystem of vehicle control, the combination with a propelling motor, of portable means for governing said motor to effect relative travel of the vehicle and the operator for a predetermined period.

16. In a system of vehicle control, the combination with a propelling motor and means located upon the vehicle for normally governing the vehicle operation, of means for rendering said normal control inoperative and for effecting relative travel of the vehicle and the operator for a given length of time.

17. In a system of vehicle control, the combination with an electric motor and means located upon the vehicle for normally governing the motor operation, of a brake, and single means external to the vehicle for controlling both the motor and the brake and for effecting such control within a certain time limit.

1.8. In a system of'vehicle control, the combination with a propelling motor and means located upon the vehicle for normally governing the vehicle operation, of a brake, means adapted to be carried externally to the vehicle for releasing said brake and energizing the motor, and time-element means for maintaining such external control for a predetermined period.

19. In a system of control, the combination with an electric motor and control means for effecting normal operation of the motor to a predetermined stage, of other control means for effecting motor operation to a different stage and for a certain period.

20. In a system of vehicle control, the combination with a propelling motor and control means located upon the vehicle for effecting normal operation of the motor to full speed, of portable control means for eil'ecting slow-speed motor operation for a given length of time.

21. In a system of vehicle control, the combination with a propelling motor, or" means external to the vehicle for controlling said motor, and means for automatically maintaining such control for a limited period after the inauguration thereof.

22. The combination with an electric -vehicle, of external means for controlling the operation of the vehicle, and means for insuring movement of the vehicle for a certain distance.

23. The combination with an electric vchicle, of external means for inaugurating movement of the vehicle, and means for then maintaining movement of the vehicle for a given distance.

24. In a system or" vehicle control, the combination with an electrlc motor and an operating system thereior, of means located upon the vehicle for normally governingsaid system, a braking system, means, including a portable switching device, for controlling said operating system from a point external to the vehicle, time-element means for continuing such control for a predetermined period, means responsive to a certain operation of said portable device for initially releasing said braking system under conditions or external control, and means dependent upon the movement of said timeelement means for maintaining such release unless a different operation of said portable device occurs.

25. In a system of vehicle control, the combination with a supply circuit, an electric motor, a. line switch therefor, and means located upon the vehicle for normally governing said line switch to effect the motor operation, of portable means normally carried upon the vehicle for controlling said line switch to efiect motor operation from said supply circuit external to the vehicle, time-element means initially governed by certain manipulation of said portable means for maintaining such control for a predetermined period, a source of energy, and means dependent upon the movement of said time-element means for maintaining the closure of said line switch from said source independently of such initial manipulation of said portable means.

In testimony whereof, I have hereunto subscribed my name this 30th day of January, 1920.

KARL A. SIMMON, 

